Which of the following ports was least important during World War II

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improved waterways; and the ample and stable water supply afforded by the pools of the navigation projects.

Many of the bulk raw materials used in the chemical industries of the region are transported by barge.

gone to shipyards on the Great Lakes, sea coasts, or other inland waterways. The ability of this company to undertake the construction of war vessels during World War II was vitally important to the success of this Nation's war effort, in view of the overload in coastal yards. During that war this plant delivered more than 100 vessels to the military services, most of them for deep-water war

THE COMMERCIAL BARGE LINES

The Cumberland Warehouse & Storage Co., of Nashville has leased the city's terminal facilities to provide an iron and steel distribution point in the Cumberland River Basin. In an agreement with the Jones & Laughlin Steel Co. and the Carnegie-Illinois Steel Corp., the warehouse company acts as jobber for the steel firms, handling such packaged products as nails and wire, sheet steel and metal roofing. In 1949 these shipments, totaling 45,000 tons, were valued at $3,600,000 compared to a 1939 tonnage of 15,000 with a value of $825,000.

As still another example of industry locating to take advantage of low-haulage costs, 10 oil companies (Gulf, Standard of New Jersey, Pan-Am Petroleum, Lion, Shell, Ingram Products, Ashland Oil & Refining, Arkansas Fuel Oil, Pure Oil, and Southern Oil Service) operate bulk terminals at Nashville, with 1949 shipments aggregating 728,000 tons—virtually the total of bulk shipments used within the area, including most of middle and a large part of eastern Tennessee.

The operations of the Commercial Barge Lines on the Ohio River and its improved tributaries and on the Mississippi River and Gulf Intracoastal Waterway exemplify the manner in which improved waterways attract new businesses and open new markets for the products of industry.

In August 1949, the Commercial Barge Lines inaugurated a movement of highway tractor trailers by barge, between the ports of Cincinnati, Ohio, and Louisville, Ky., making daily trips each way overnight between these two ports. Trailers are loaded at points within the tributary areas of the ports of origin and are then concentrated at these ports. Here the loaded trailers are transferred to barges, without handling the cargoes, and are transported by water to port of destination. At the latter port the loaded trailers are landed and local tractors convey them throughout the port's tributary area, distributing their cargoes at ultimate delivery points. It is estimated that an average of 15 trailers are transported each way daily. The Commercial Barge Lines is now proposing to extend this service ultimately to provide transport between the ports of Pittsburgh, Pa., New Orleans, La., and Houston, Tex., with pickup and delivery to be made at intermediate points.

In addition to the trailer movement by barge, the Commercial Barge Lines has operated a waterway transport for automobiles and trucks for a number of years. This service was inaugurated in 1935 and at the beginning the number of units hauled averaged approximately 1,000 per month. This movement represented a cargo value of approximately $1,000,000 per month and it covered relatively short distances. At the present time the lines load approximately 10,000 cars per month at the Evansville, Ind., and Cincinnati, Ohio, river ports. Approximately 3,000 of the 10,000 cars are loaded at Cincinnati, with the remainder being loaded at Evansville. The number of units hauled monthly by the lines represent a cargo value of about $20,000,000. The service has been extended greatly since its inauguration, as is indicated by the fact that the units loaded at Cincinnati and Evansville are destined for ports at Guntersville, Ala., on the Tennessee River, and Memphis, Tenn., St. Louis, and New Orleans on the Mississippi River, and Port Arthur and Houston, Tex., on the Gulf Intracoastal Waterway. Furthermore, many of the units transported to the port of New Orleans have been consigned to South American ports and are trans-shipped from New Orleans.

B. Mississippi River Between the Ohio and

Missouri Rivers

The following is a short list of illustrative instances in which the Mississippi River, between the Ohio and the Missouri Rivers, has influenced the location of industries, individual businesses, and water-front communities. The navigable 9-foot channel, authorized in 1927, is an essential transportation resource for the Mississippi Valley in the vicinity of St. Louis, Mo., and for the entire Nation. It has stimulated the expansion of existing businesses by providing them with a low-cost alternate means of transportation, and has been the principal reason for the establishment of new industries. During 1948, about 9,500,000 tons of traffic were moved on the middle Mississippi River. The principal commodities are wheat, corn, flour, coffee, other agricultural products, coal, aluminum ore, sand and gravel, crude petroleum, sulfur, lumber, gasoline, fuel oil, kerosene, chemicals, iron and steel, automobiles, cement, paper, sugar, and feed.

Union Electric Light & Power Co., Meramec Plant, located a new power plant on the Mississippi River about 10 miles downstream from St. Louis, Mo., because of the availability of water transportation and supply. This plant, of 500,000 kilowatts ultimate capacity, is to be constructed in four sections, the first of which (110,000 kilowatts) is under construction at an estimated investment of $26,000,000. One of the principal factors in the selection of the site was the use of west Kentucky coal for steam generation. This coal will be shipped by barges via the inland waterways.

St. Louis Shipbuilding & Steel Co. is located on the river at St. Louis, Mo., and began operations in 1933. During World War II. This

This company built 4 lighters for the Navy, 6 towboats costing $1,000,000 each for the Defense Plant Corporation, 39 derrick boats costing

CUMBERLAND RIVER INDUSTRIES

The following are typical examples of industries which have benefited because of adequate and low-cost transportation facilities provided by the improved Cumberland River:

The Nashville Bridge Co., a large barge and boatbuilding concern, in peacetime has been able to assume a share in boatbuilding which otherwise would have

$100,000 each, and 30 barges for the Army Transportation Corps, and 15 vessels for Russia, costing $800,000 each. The yard constructs six to seven towboats and 50 to 60 barges per year, with sales totaling between $5,000,000 and $6,000,000 annually.

Wood River Oil & Refining Co. is the newest oil company in the St. Louis area. Wood River, Ill., is approximately 10 miles above St. Louis, Mo. Movements of products via the inland waterways plays an important part. The company has steadily grown until today its capacity is 25,000 to 30,000 barrels of crude oil treated per day.

Shell Oil Coi's Wood River Refinery is the company's largest and most modern and covers an area of more than 2 square miles. It has about 3,500 employees and processes daily over 100,000 barrels of crude oil. Movement of products via the Mississippi River plays a large and important part.

The Street Towing Co. moves 2,150,000 barrels of oil by river annually.

Dairyland Power Cooperative, La Crosse, Wis., has just completed the construction of a steam, coal-burning, electric-generating plant at Cassville, Wis., on the Mississippi River. Its main reason for building at that site was because of the fact that all their coal can be shipped in by water. This plant will tie in with their Alma and Genoa, Wis., plants and serve portions of Iowa, Illinois, Wisconsin, and Minnesota.

The Northern States Power Co. located plants adjacent to the Mississippi River in Minneapolis, St. Paul, and Red Wing, Minn., and La Crosse, Wis., prior to the inception of barge transportation. They now transport nearly a half million tons of coal annually by barge to their plants. The fuel is unloaded directly at the St. Paul, Red Wing, and La Crosse plants with resultant savings over the cost of transportation by rail. The company has a new plant under construction along the Minnesota River, tributary to the Mississippi River 9-foot project, in which one of the considerations is the potential ability of receiving barged coal for direct unloading at the plant. The provision of a 9-foot channel on the Minnesota River is under study by the Corps of Engineers.

The Shell Oil Co. and Socony-Vacuum Oil Co. employ private river transportation facilities on the Mississippi River at St. Paul.

Cargill, Inc., is one of the large grain corporations in the country. During World War II, because of the location of property adjacent to a waterway, the company erected a shipyard and constructed several naval tankers and river towboats. Acquisition of the property was initially made for the purpose of shipping grain from inland points by water to ports in the lower Mississippi and Tennessee River Valleys. Since the war the company has been shipping grain from a terminal constructed near the shipyard. So apparent have been the advantages of shipping by water that the company has undertaken maintenance of a tributary channel connecting their terminal with the established Mississippi River 9-foot canalization project. Now bulk grain is loaded directly into barges from cars and trucks arriving from inland points without incurring switching charges through the Twin Cities.

The Minnesota Farm Bureau Service Co., having plants in St. Paul and Winona, Minn., has found it economical and feasible to transport phosphate rock by water from Tennessee Valley and lower Mississippi River ports to their terminals and plants along the river.

Bettendorf, Iowa, Tank Farm (bulk oil and gas storage) represents a development which is entirely the result of the improvement of the upper Mississippi River for navi

Pennsylvania Salt Co. and Pittsburgh Metallurgical Co. are examples of businesses recently located new plants on the Tennessee River and are using it. Sulfur, coke, and scrap metals currently are received by water at the two plants. Pittsburgh Metallurgical Co. has announced intention also to use water transportation for imported ores. Total announced investment in Tennessee River plants of the two firms is $3.6 million.

Wolverine Tube Division of Calumet & Hecla Consolidated Copper Co. located on the waterway, not with serious intentions of using it, but because of effect of such location upon rail rates. The firm located in Decatur, Ala; investment is estimated at about $10 million.

Alabama Flour Mills was established primarily because of availability of the waterway. Parent organization in Nebraska Consolidated Mills Co. A grain elevator and flour mill (said to be the first mill in the State of Alabama) were established in Decatur, Ala. Original plan was to bring in grains from west of the Mississippi by barge at a saving of about $3.50 per ton. Although substantial

. quantities of yellow corn and wheat are being brought in by water, the firm has been able to buy much of its grain from north Alabama farmers. Local grain purchases totaled $1,444,000 in 1949 as contrasted with $20,000 in 1941. Current payroll is $490,000, and represents over five times as many employees as in 1942. Elevator capacity is now 800,000 bushels, or twice initial capacity. Milling capacity is 1,200 barrels per day, cornmeal production 600 barrels, and commercial feed capacity is 700 tons.

Badgett Corp. will use the waterway to reach a new market for an existing resource. Badgett is about to build a $300,000 rail-to-barge coal terminal at Grand Rivers, Ky., just above Kentucky Dam. The terminal will handle coal from west Kentucky fields whose only previous route to market was by rail. (Illinois Central Railroad, incidentally, has assisted the enterprise by establishing a reduced rate from the mines to the terminal.) Impetus for the undertaking was coal requirements of TVA's Johnsonville steam power plant, 75 waterway miles from the terminal.

Texas Co. and Gulf Refining Co. have reshaped their organizations so as to take advantage of water transporthe Georgetown Harbor Channel, Georgetown, S. C.Consumes about 1,500,000 tons of pulpwood annually. In 1948, nearly 500,000 tons of the pulpwood requirement were delivered to the mill by barge via the Intracoastal Waterway.

The Sugar Refinery of the Savannah Sugar Corp. on the Savannah River at Savannah, Ga.-Receives raw sugar from Cuba, Hawaii, the Philippines, and other sources, and ships refined sugar, in part by water on the Intracoastal Waterway.

tation. Texas Co. has built four terminals and bulk storage plants on the Tennessee; Gulf has built five. Bulk products are brought in by barge to riverside bulk-storage plants located in five port cities. They are stored and distributed inland by truck and rail as needed. Gulf supplements this system with pipeline receipts at Chattanooga. It also receives packaged petroleum products at a special river terminal at Knoxville.

Ingalls Shipbuilding Corp. located in Decatur, Ala., in 1930 on the unimproved river. Work was limited to building only one or two barges at a time, and these frequently could not be launched when built for lack of water depth. Now the yard has a 9-foot navigable connection with the Mississippi waterway system and the Gulf. During World War II, Ingalls and another shipyard, operated during the war only by Decatur Iron & Steel Co., turned out 135 vessels for the military services. Seagoing 3,600-ton cargo vessels, landing craft, barges, towboats, derrick boats, dredge tenders, and others were built.

Guntersville, Ala., is a port of entry to the Southeast for steel, grain, petroleum, and automobiles and is the home port of a Naval Reserve training ship. Not the least important changes are the tourist and sportsmen's attractions Guntersville now offers, including an extensive small-boat harbor.

During World War II, the Chemical Warfare Service of the Department of the Army built an extensive arsenal adjacent to Wheeler Reservoir, in the vicinity of Huntsville, Ala. During construction, large quantities of sand, gravel, and other construction materials were barged to the site. One of the finest terminals on the Tennessee was built at the arsenal to handle coal used after operations were begun. The plant also received by water many of the heavy-gage steel cylinders used for storage and shipment of products.

ST. JOHNS RIVER, JACKSONVILLE TO LAKE HARNEY

Forty-one du Pont manufacturing sites are located directly on or close to the inland and intracoastal waterways of the United States. Five of these plants are equipped with docks suitable for ocean-going vessels; the remainder rely on shallow-draft transport for any water-borne commerce they employ. In addition to the above 41 sites, the company also operates 5 on the Great Lakes, and materials. shipped to some of these Great Lakes plants are handled on portions of the inland waterways. Six of the seven new plant sites developed since 1945 have been located on or close to inland waterways.

In the transportation of raw materials and chemical intermediates, 2 million tons are currently being handled.. on inland waterways, and use of the waterways by this company is increasing. The 2 million tons of du Pont freight moved on inland waterways represent approximately 1.0 percent of all such movements in the United States.

Annual freight bills paid for transportation on the inland and intracoastal waterways are approximately 5 percent of du Pont's total annual freight expenditures for rail, highway, water, and air transportation.

The company is an active user of the inland waterways system. The establishment of major manufacturing units, on developed waterways will tend to increase use of water transportation wherever and whenever cost and investment differentials exist in favor of water freight hauls. Current studies show that maintenance of existing inland waterways channels and their developed tributaries will result in expanded use of water transportation by this company.

Such expanded use is hampered by certain limitations in the service. The more important of these are discussed in the following paragraphs:

Time of transit is generally longer on waterways than on competitive overland routes. Increased inventories are required, and the added investment of such inventories reduces the benefits of savings inherent in water travel.

Interruptions of service on inland waterways from floods, fog, drought, and ice also contribute to the necessity for large inventories. Service is completely suspended during winter months on some northern routes. Continuous operation of manufacturing plants, therefore, requires building up stockpiles of water-borne raw materials during the periods open to navigation.

Supplementary services are more frequently needed for initial collection and final delivery of water-borne freight than in the overland routes, which are equipped with a network of interconnecting facilities.

Equipment for bulk chemicals at terminals and at plants located on water's edge is inadequate. Barge loads of materials are large quantities, and the facilities for efficient

On this stream, near Sanford, two oil-burning steamelectric plants were located, one a 10,000-kilowatt plant of the Florida Power & Light Co., the other a 12,500kilowatt plant of the Florida Power Corp. The location was selected because it affords an ample supply of cooling water, and because it makes possible low-cost water transportation of fuel oil from Jacksonville via the river.

WITHLACOOCHEE RIVER, FLA.

At Inglis a 25,000-kilowatt oil-burning steam-electric plant, constructed by the Florida Power Corp., is served by barge delivery of fuel oil from Tampa Harbor.

Tombigbee-Warrior Waterway.—Connects the 32-footdeep harbor at Mobile with the industrial area around Birmingham. Over 2,000,000 tons of raw materials and products were transported on the waterway in 1948.

The Ford Motor Co. Assembly and Distribution Plant on the St. Johns River at Jacksonville, Fla.-Receives automobiles and auto trucks by barge from Norfolk via the Intracoastal Waterway for redistribution throughout its territory.

The Pulp Mill of the Southern Kraft Division of the International Paper Co. on Sampit River at the Head of

dock-side handling and storage of chemicals, both liquid and solid, have not been developed to the extent that barges and ships have been designed for special hauls.

These factors, and others affecting the over-all convenience and completeness of service, tend to restrict barge-adapted freight to large volume items.

The compensating advantage of the inland and intracoastal waterways is the inherently low freight cost of water transportation. The competitive costs and investment factors for each individual commodity movement are considered in the selection of the economic method of transportation.

This company is chiefly interested in the use of waterways to transport raw materials which originate near the waterways and to handle large volumes of chemical intermediates between two manufacturing plants. At the present time the major raw materials received by du Pont plants along inland waterways are coal from West Virginia, fuel oil from Delaware River refineries, benzene from Pittsburgh, and sulfur from Texas. The major movements of intermediates are the distribution of methanol from an operation in Texas and of sulfuric acid from a Delaware River plant.

III. Waterways as Free Public Highways

The development of present Government policy with respect to waterways can be traced back to the first days of the Republic. Both the assumption of river and harbor development by the Federal Government and the treatment of waterways as free public highways found expression as early as the 1780's. Article 4 of the Ordinance of 1787 for the Government of the Northwest Territory stated:

The navigable waterways leading into the Mississippi and St. Lawrence, and the carrying places between the same, shall be common highways, and forever free, as well to the inhabitants of the said territory as to the citizens of the United States, and those of any other States that may be admitted into the confederacy, without any tax, impost, or duty therefor.

River and harbor development was foreshadowed by a congressional act passed in 1789 authorizing the Federal Treasury to assume the costs of the lighthouses, beacons, buoys, and public piers that had been erected by the Colonial Government. It assumed major program stature in the early nineteenth century with Federal subsidies and grants of land to States to aid in canal construction and river improvements, and more important, with the river and harbor acts, beginning with 1824, which provided for direct Federal activity under the direction of the Army Engineers.

Statements of Government objectives in waterway development seldom have found their way into the river and harbor legislation which, since 1824, has become an annual congressional fixture. The no-toll policy was reaffirmed in the Act of July 5, 1884, as amended by Act of March 3, 1909, which said:

No tolls or operating charges whatever shall be levied upon or collected from any vessel, dredge, or other water craft for passing through any lock, canal, canalized river, or other work for the use and benefit of navigation, now belonging to the United States or that may be hereafter constructed.

Rivers and harbor acts have been almost exclusively concerned with authorizing works of improvement of specified rivers and harbors in accordance with reports previously submitted by the Chief of Engineers. The predominant purpose of the legislation, although seldom clearly defined, can, however, be summed up as

the encouragement and development of water transportation as a means of promoting the commerce of the United States.

Aside from river and harbor legislation, promotion of domestic water navigation projects has been encouraged through the establishment of the TVA and through concern with the navigation aspects of multipurpose projects by other Government agencies.

Public Law No. 185, Sixty-eighth Congress, approved June 3, 1924, established the Inland Waterways Corporation for the general objective “of carrying on the operations of the Government-owned inland canal, and coastwise waterways system to the point where the system can be transferred to private operation to the best advantage of the Government, of carrying out the mandates of Congress prescribed in section 201 of the Transportation Act of 1920, as amended, and of carrying out the policy enunciated by Congress in the first paragraph of section 500 of such act." The newly formed corporation was the outgrowth of Government operation of waterway services during World War I to aid in meeting the abnormal wartime demand for transportation. The Transportation Act of 1920 shifted the administration of waterway activity from the Railroad Administration to the Inland and Coastwise Waterways Service under the direction of the Secretary of War until enactment of the Inland Waterways Corporation Act. In 1939, the Inland Waterways Corporation was transferred from the War Department to the Department of Commerce.

In 1937, Congress granted authority to extend bargeline services to include the Savannah River. However, this extension was never made.

In the historic policy statement of the 1940 act, Congress proclaimed the national transportation policy to be "to provide for fair and impartial regulation of all modes of transportation subject to the provisions of this act, so administered as to recognize and preserve the inherent advantages of each; to promote safe, adequate, economical, and efficient service and foster sound economic conditions in transportation and among the several carriers; to encourage the establishment and maintenance of reasonable charges for transportation services, without unjust discriminations, undue preferences or advantages, or unfair or destructive competitive practices,

* all

to the end of developing, coordinating, and preserving a national transportation system by water, highway, and rail, as well as other means, adequate to meet the needs of the commerce of the United States, of the postal service, and of the national defense.”

The significant difference between the two policy statements is the emphasis on further development of water transportation in the act of 1920 and the stress on preservation of the inherent advantage of each mode of transportation in the act of 1940. It might also be added that one of the bitterest conflicts beween waterway development under existing procedure and the aims of the 1940 act comes when such development does not generate new traffic but merely diverts traffic from already existing means of transport.

That projects concerning navigation are handled by a military agency, is due to the fact that in the early period of river development the Army was the only Federal agency that had available the necessary trained engineers, and that all efforts at reorganization have been successfully resisted because of the Army's engineering competence, the absence of a central transportation agency, and the engineers' excellent relations with local interests and Congress.

In the transportation field, the two main agencies interested in waterway development are the Interstate Commerce Commission, with its partial regulatory control over water transportation services, and the Department of Commerce which was originally established to "foster, promote, and develop,” among other things, “the transportation facilities of the United States.” 1

Conflicts and Inconsistencies of Governmental Policy and Administration.-Domestic water navigation fits into two major fields of Government activity, that of waterresources development and that concerned with national transportation policy. Added to this difficulty is the fact that Government policy in each of these fields has developed in piecemeal fashion; action often has been marked by legislation designed to meet the need of the moment. As a result, national policies are inconsistent and conAlicting, jurisdictions overlap, and gaps occur in the overall policy structure.

In the transportation field, the conflicts are perhaps most glaring, with promotional and regulatory activities to a great extent moving in opposite directions, and with no one agency responsible for the execution of the transportation policy enunciated in the act of 1940. In regard to water transportation, the Engineers, TVA, and other agencies to a smaller degree, are charged with its promotion through the improvement of the Nation's harbors and inland waterway system, while, on the other hand, the use of the improved waterways is restricted through the regulatory activities of the ICC. And both types of activity are often in conflict with the aim of recognizing and preserving the inherent advantage of each mode of transportation."

Furthermore, there are the basic conflicts between optimum water resource developments and the requirements of a national transportation policy. The former calls for maximum river improvement and canal construction and encouragement of water transportation; the latter demands a careful balancing of the advantages of water transportation in comparison with other modes of transport, principally railroads. The question of toll charges highlights the conflict. From the viewpoint of the development agencies such as TVA, the levying of toll charges would prevent the full utilization of improvements made for the purpose of stimulating water transportation-improvements which are an integral part of the over-all water development plan. From the viewpoint of a national transportation policy, the fact that water carriers are not required to pay their own way at present whereas railroads are : required to do so, constitutes a barrier to the goal of traffic allocation among the competing types of carrier service according to inherent economic advantage."

While domestic water navigation projects are in the midst of a tremendous conflict in both policy and administrative jurisdiction, the former is not the result of administrative policy making and the latter is not the result of an unauthorized poaching on the reserves of one executive agency by another; the policy conflict is a policy conflict expressed in the laws of the land; and the conflict over jurisdiction is the inevitable result of apportioning among several agencies what is basically one job.

The policy of not charging tolls is clearly stated in rivers and harbors legislation, more specifically in the act of July 5, 1884, as amended by the act of March 3, 1909. And the policy of preserving the inherent advantage of each mode of transportation is just as firmly expressed in the Transportation Act of 1940. The policy of promoting waterway development is stated in the Transportation Act of 1920 as well as in river and harbor legislation, and the policy of restricting and conditioning water carrier service is authorized by the Interstate Commerce Act, as amended in 1940. Instead of a situation in which policy making by executive agencies creates frictions in a unified legislative program, the reverse situation exists in that the basic incompatibility of present waterway development policy and national transportation policy has been obscured by lack of appropriate executive consideration and action on the latter.

In regard to administrative conflicts, none exists on single-purpose navigation projects. These are and always have been the job of the Army Enginers.

Conflicts on past multiple-purpose projects are not so much due to a difference in method, but, at least in the case of navigation, to a division of responsibilities and overlapping of jurisdictions of various agencies.

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TABLE 4.-Domestic freight traffic in the United States by kinds of transportation

[Ton-miles in millions and percent of total]

29. 30.--. 31..-32. 33. 34. 35. 136. 137. 138. 139. 140.. 141. 142. 943. 144. 145. 346. 947.----748..-

450, 169 385, 815 311, 073 235, 309 250, 651 270, 292 283, 637 341, 182 362, 815 291, 866 335, 375 375, 369 477, 576 640, 992 730, 132 740, 586 684, 148 594, 943 657,878 641, 104

73.4 73.2 73. 5 72. 1 68. 2 68.3 65.2 65.3 62.4 62.7 61.5 60.8 62.1 68.9 71.4 68.7 67.6 67.1 65.9 62.7

97,322 77,366 49,079 24, 734 45, 069 48, 267 54, 690 77, 264 93, 244 49, 004 76, 312 95, 645 113, 639 122, 167 115, 346 118, 769 113, 028

96,022 112, 165 118, 707

15.9 14.7 11.6

7.6 12. 2 12,2 12.6 14.8 16.1 10.5 14.0 15.4 14.8 13.1 11.3 11.0 11,2 10.9 11.3 11.6

8, 660 9,088 7,825 7, 905 10, 232

9, 423 13, 406 15, 387 16,882 17, 743 19,937 22,412 26, 815 26, 398 27, 306 31, 386 29, 709 27,951 34, 549 43, 123

1.4 1.7 1.8 2.4 2.7 2.4 3.1 2.9 2.9 3.8 3.7 3.6 3.5 2.8 2.7 2.9 2.9

18, 200 20, 200 22, 800 23, 700 25, 700 29, 500 33, 400 36, 863 40,379 44,728 50, 697 57, 766 72, 880 55, 759 53,071 54, 276 61,218 73, 514 89, 169 100, 140

3.0 3.8 5.4 7.3 7.0 7.4 7.7 7.0 6.9 9.6 9.2 9.3 9.5 6.0 5.2 5.1 6.1 8.3 8.9 9.9

38, 900 34, 800 32, 600 34, 400 36, 600 38,300 49, 500 52, 100 68, 100 62, 300 63, 100 67, 300 77, 800 84,500 96, 257 132, 336 123, 293

92, 490 104, 153 118, 676

6.3 6.6 7.7 10.6 9.9 9.7 11.4 10.0 11.7 13.4 11.6 10.9 10.1 9.2 9.4 12.3 12.2 10.5 10.4 11.6

613, 271 527, 269 423, 377 326,048 368, 252 395, 782 434. 633 522, 796 581, 420 465, 641 545, 421 618, 492 768, 710

929, 816 1,022, 112 1,077, 353 1,011, 306

884, 920

100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100

TABLE 6.-Analysis of waterborne traffic on Ohio River for 1948 and computation of savings

1 Coal. 2 Coke. 3 Crude petroleum 4 Gasoline. 5 Fuel, road oil.. 6 Refined petroleum 7 Sulfur. 8 Iron and steel, rods, slab. 9 Other iron and steel manufactured.. 10 Scrap iron and steel. 11 All other (except sand, gravel, stone, Government). 12 Sand, gravel, stone, Government.

21, 032, 969

296, 648 4,053, 452 4,842, 690 1,089, 541

414, 280 240, 414 363, 661 420,895

348, 124 1,679, 949 18,009, 864

1, 648, 726

77,007 1, 454, 804 1, 101, 773

405, 555 149, 913 178, 744 173, 501 312, 793 272, 392 292, 311

2, 670, 331

93, 144 2,901, 082 4, 600, 837

662, 171 400, 816 440, 826 258, 100 511, 179 343, 769 653, 500

$34, 704,400 $11, 778, 462 $3,091, 847 $5, 742,000 $20, 612, 309

940, 374 393, 947 34, 470 64, 017 492, 434 39, 546, 908 21, 262, 973 4, 310, 062 3, 160, 713 28, 733, 748 55, 981, 496 20, 999, 841 4, 256, 724 3, 121, 599 28, 378, 164 12, 398, 976 6, 192,078 1, 255, 151 920, 445 8, 367, 674 5,816, 491 1,775, 106 443, 776 1, 194, 784 3, 413, 666 3,741,772 2, 372, 136 263, 572 292, 856 2, 928, 564 2, 251,062 648, 044 120,008 432, 030 1, 200,082 7,386, 707 2, 829, 176 524, 014 1,886, 452 5, 240, 142 3,919, 876 1, 261, 622 182, 603 215, 804 1, 660, 029 9,659, 707 3, 434, 655 2,265, 411 1, 607, 711 7,307,777

$10, 139, 569

401, 433 6,215,786 8, 755, 195 3, 380, 290 1, 159, 760

344, 902 1,009, 137 1, 403, 892 2, 411, 688 2,780, 337

TABLE 7.--Analysis of water-borne traffic on the Illinois waterway for 1948 and computation of savings

on existing competitive rate basis, compared with estimated savings on basis of fully compensatory rates

Thousands ton-miles on Illinois waterway

Thousands ton-miles on entire waterway system

Coal...--- Petroleum products Grain Sulfur...- Iron and steel manufactured... Silica..... Soybeans, cake, and meal. Cement... Scrap iron.. Flour... Chemicals Sugar... Limestone..---- Rock phosphate. Sisal twine. Fluorspar Coffee...

Miscellaneous manufacturers... 1. Other commerce not counted...

Total...

5, 138, 717 2,468, 463

971, 277 373, 225 185, 794 83, 258 75, 486 72, 788 59, 017 55, 314 62, 038 35, 667 27, 669 25, 432 19, 336 6, 867

4,404 305, 294 2, 286, 493

960, 866 795, 640 112, 079 119, 376 49, 319

7, 251 10, 207 16,450 18, 660 12, 210 19, 322 11, 605 5, 713 7, 299 6, 183 2, 123 1,348 50, 385

1,057, 007 1,689, 773

147, 870 575, 412 169, 230

7, 251 22, 264 19, 216 36, 021 19, 459 92, 705 48, 939

5, 713 35, 012 26, 304 4, 291

6,119 179, 820